DISASTER Ship carrying 3,000 cars burns off Dutch coast, one dead
- Thread starter mzkitty
- Start date
Griz3752
Retired, practising Curmudgeon
"Near"Amazing. Started “near” an electric car.
A few years ago a car carrier capsized off (in the river) near Brunswick, GA. IIRC, they simply cut it up in place. This might warrant a tow to deep water for a scuttling.
As in under the car (like where the main interface between the battery pack & wiring harness is) and without an external input.
Just spitballing . . . . .
AlfaMan
Has No Life - Lives on TB
Let me add some spit.
In the bulk of the EV's I've seen/inspected/looked at, the main power distribution interface is actually under the hood of the vehicle. PArtially to protect the sensitive electronics from the grunge on the roadway. And partially to allow easy access when it needs service or software upgrades. On dual motor models of EVs there can be an auxillary transfer box, usually near the rear drive motors. A certain manufacturer has had issues with this rear box in higher mileage vehicles. It manifests early demise by all sorts of oddball electronic noises and popping and cracking. When it fails your car will "drag" on it's rear wheels. Kind of like when your dog scratches his behind on the carpet. Front wheels/paws pulling; rear wheels/paws stationary
And it's a matter of when, not if. Software upgrades by subscription are the wave of the future in EV's. For example, the (so slow selling they're literally gathering dust on dealer lots-an average 104 days to sell one) Mercedes Benz EQB sedan (and the suv EQS) can gain much more additional horsepower. If you buy the software upgrade. And pay to renew it yearly. Seriously-you get extra HP and torque through a software update. Oh, and you can't open the hoods on these vehicles, either. Dealers only can access the hood and electronics there.
Back to the power distribution interface. In that area of the hood, generally that is where the main "cut" lines are for fire dept. access. If they need to cut the power quick here in the US those power cables are a bright orange and are marked (usually with tape ) as to where to cut those lines. Cut those lines and you kill all power to the car (except for the 12 volt auxillary battery in some vehicles.It's in the same area and FD personnel are familiar with cutting those cables). The cables are usually either exposed or under a quickly removable flimsy plastic cover (on Teslas it looks like a big plastic boomerang).
When you cut those cables, your car is a brick. Depending on the age of your EV, the cut cables can be enough to total loss the vehicle. You just cut the main power cables from the battery pack to the distribution box. Expensive to repair, and a pain to do as well from what I understand.
EV makers have rushed their products to market in many instances. Some manufacturers have done a good job with design and engineering their products. Some have rushed them to market and are dealing with problems after the vehicles are sold. The EV market is still the wild wild west in many ways.
Firebird
Has No Life - Lives on TB
Excellent info as always!Let me add some spit.
In the bulk of the EV's I've seen/inspected/looked at, the main power distribution interface is actually under the hood of the vehicle. PArtially to protect the sensitive electronics from the grunge on the roadway. And partially to allow easy access when it needs service or software upgrades. On dual motor models of EVs there can be an auxillary transfer box, usually near the rear drive motors. A certain manufacturer has had issues with this rear box in higher mileage vehicles. It manifests early demise by all sorts of oddball electronic noises and popping and cracking. When it fails your car will "drag" on it's rear wheels. Kind of like when your dog scratches his behind on the carpet. Front wheels/paws pulling; rear wheels/paws stationary
And it's a matter of when, not if. Software upgrades by subscription are the wave of the future in EV's. For example, the (so slow selling they're literally gathering dust on dealer lots-an average 104 days to sell one) Mercedes Benz EQB sedan (and the suv EQS) can gain much more additional horsepower. If you buy the software upgrade. And pay to renew it yearly. Seriously-you get extra HP and torque through a software update. Oh, and you can't open the hoods on these vehicles, either. Dealers only can access the hood and electronics there.
Back to the power distribution interface. In that area of the hood, generally that is where the main "cut" lines are for fire dept. access. If they need to cut the power quick here in the US those power cables are a bright orange and are marked (usually with tape ) as to where to cut those lines. Cut those lines and you kill all power to the car (except for the 12 volt auxillary battery in some vehicles.It's in the same area and FD personnel are familiar with cutting those cables). The cables are usually either exposed or under a quickly removable flimsy plastic cover (on Teslas it looks like a big plastic boomerang).
When you cut those cables, your car is a brick. Depending on the age of your EV, the cut cables can be enough to total loss the vehicle. You just cut the main power cables from the battery pack to the distribution box. Expensive to repair, and a pain to do as well from what I understand.
EV makers have rushed their products to market in many instances. Some manufacturers have done a good job with design and engineering their products. Some have rushed them to market and are dealing with problems after the vehicles are sold. The EV market is still the wild wild west in many ways.
Griz3752
Retired, practising Curmudgeon
I'll gladly defer to your much more current experiences in all things motorised.Let me add some spit.
In the bulk of the EV's I've seen/inspected/looked at, the main power distribution interface is actually under the hood of the vehicle. PArtially to protect the sensitive electronics from the grunge on the roadway. And partially to allow easy access when it needs service or software upgrades. On dual motor models of EVs there can be an auxillary transfer box, usually near the rear drive motors. A certain manufacturer has had issues with this rear box in higher mileage vehicles. It manifests early demise by all sorts of oddball electronic noises and popping and cracking. When it fails your car will "drag" on it's rear wheels. Kind of like when your dog scratches his behind on the carpet. Front wheels/paws pulling; rear wheels/paws stationary
And it's a matter of when, not if. Software upgrades by subscription are the wave of the future in EV's. For example, the (so slow selling they're literally gathering dust on dealer lots-an average 104 days to sell one) Mercedes Benz EQB sedan (and the suv EQS) can gain much more additional horsepower. If you buy the software upgrade. And pay to renew it yearly. Seriously-you get extra HP and torque through a software update. Oh, and you can't open the hoods on these vehicles, either. Dealers only can access the hood and electronics there.
Back to the power distribution interface. In that area of the hood, generally that is where the main "cut" lines are for fire dept. access. If they need to cut the power quick here in the US those power cables are a bright orange and are marked (usually with tape ) as to where to cut those lines. Cut those lines and you kill all power to the car (except for the 12 volt auxillary battery in some vehicles.It's in the same area and FD personnel are familiar with cutting those cables). The cables are usually either exposed or under a quickly removable flimsy plastic cover (on Teslas it looks like a big plastic boomerang).
When you cut those cables, your car is a brick. Depending on the age of your EV, the cut cables can be enough to total loss the vehicle. You just cut the main power cables from the battery pack to the distribution box. Expensive to repair, and a pain to do as well from what I understand.
EV makers have rushed their products to market in many instances. Some manufacturers have done a good job with design and engineering their products. Some have rushed them to market and are dealing with problems after the vehicles are sold. The EV market is still the wild wild west in many ways.
I lost interest in being currant in that field about 25 years ago - diagnostic tools were way more costly for the non-professional and I didn't have time to deal with anything major and wasn't going to be hands on in the vehicle service sector so it made no sense to spend the $$$$.
I think your comment about "Some manufacturers have done a good job with design and engineering their products. Some have rushed them to market and are dealing with problems after the vehicles are sold. The EV market is still the wild wild west in many ways" is absolutely spot on.
Sadly it also mimics how many verticals in manufacturing deal with product development. I think they all learned that from little Billy Gates and the other SW thugs.
AlfaMan
Has No Life - Lives on TB
Thanks. Knowing the ins and outs of cars puts food on my family's table. Which is surprising-the company actually pays me to play with cars day in and day out.
To do what I do you have to stay as current as possible on all things automotive-both older and newer vehicles. I do a lot of extra learning too. I "mentor" younger, newer inspectors and having the "how" in addition to the "why" for them is a big help to their understanding and professional growth. Like explaining throttle body fuel injection, for example. That was a recent question posed. Easy for us old farts; not so much for 20 somethings who had never seen it before.